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JP4039360B2 - Fuel injection device - Google Patents

Fuel injection device Download PDF

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Publication number
JP4039360B2
JP4039360B2 JP2003395673A JP2003395673A JP4039360B2 JP 4039360 B2 JP4039360 B2 JP 4039360B2 JP 2003395673 A JP2003395673 A JP 2003395673A JP 2003395673 A JP2003395673 A JP 2003395673A JP 4039360 B2 JP4039360 B2 JP 4039360B2
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fuel
engine
fuel injection
internal combustion
injection valve
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JP2005155464A (en
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富久 小田
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to US10/989,273 priority patent/US6959693B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

本発明は燃料噴射装置に関する。   The present invention relates to a fuel injection device.

特許文献１には、内燃機関の吸気通路に燃料を噴射する燃料噴射弁（以下「吸気通路噴射弁」ともいう）と、内燃機関の燃焼室に燃料を噴射する燃料噴射弁（以下「筒内噴射弁」ともいう）とを具備する燃料噴射装置が開示されている。この燃料噴射装置では、内燃機関を始動させるときには、吸気通路噴射弁と筒内噴射弁との両方から燃料を噴射するようにしている。特許文献１によれば、このように、内燃機関を始動させるときに両方の燃料噴射弁から燃料を噴射するのは、内燃機関を確実に始動させるため、すなわち、内燃機関の始動性を向上させるためであると説明されている。   Patent Document 1 discloses a fuel injection valve that injects fuel into an intake passage of an internal combustion engine (hereinafter also referred to as “intake passage injection valve”) and a fuel injection valve that injects fuel into a combustion chamber of the internal combustion engine (hereinafter referred to as “in-cylinder”). A fuel injection device including an “injection valve” is also disclosed. In this fuel injection device, when starting the internal combustion engine, fuel is injected from both the intake passage injection valve and the in-cylinder injection valve. According to Patent Document 1, as described above, the fuel is injected from both fuel injection valves when starting the internal combustion engine in order to start the internal combustion engine reliably, that is, to improve the startability of the internal combustion engine. It is explained that.

また、特許文献２には、内燃機関の吸気ポートに燃料を噴射する燃料噴射弁（以下「ポート噴射弁」ともいう）と、内燃機関の燃焼室に燃料を噴射する燃料噴射弁（以下「筒内噴射弁」ともいう）とを具備する燃料噴射装置が開示されている。この燃料噴射装置では、ポート噴射弁からは低オクタン価の燃料が噴射され、筒内噴射弁からは高オクタン価の燃料が噴射される。そして、この燃料噴射装置では、機関負荷に応じて、ポート噴射弁から燃料を噴射したり、両方の燃料噴射弁から燃料を噴射したりしている。特許文献２によれば、このように機関負荷に応じて燃料を噴射させる燃料噴射弁を変える（すなわち、燃焼室内の混合気中の燃料のオクタン価を変えている）のは、ノッキングの発生を確実に抑制するため、すなわち、耐ノッキング性を向上させるためであると説明されている。   Patent Document 2 discloses a fuel injection valve (hereinafter also referred to as “port injection valve”) that injects fuel into an intake port of an internal combustion engine, and a fuel injection valve (hereinafter “cylinder”) that injects fuel into a combustion chamber of the internal combustion engine. The fuel injection device is also disclosed. In this fuel injection device, low octane fuel is injected from the port injector, and high octane fuel is injected from the in-cylinder injector. In this fuel injection device, fuel is injected from the port injection valve or fuel is injected from both fuel injection valves in accordance with the engine load. According to Patent Document 2, changing the fuel injection valve that injects fuel in accordance with the engine load (that is, changing the octane number of the fuel in the air-fuel mixture in the combustion chamber) ensures the occurrence of knocking. In other words, it is described that the anti-knock resistance is improved.

特開２０００−２６５８７７号公報JP 2000-265877 A 特開２０００−１７９３６８号公報JP 2000-179368 A

ところで、内燃機関の分野では、最低限の内燃機関の始動性を確保することの他に、スモーク発生量をできるだけ低減することも求められる。すなわち、燃焼室における燃料の燃焼が不完全であると、燃焼室でスモークが発生し、こうしたスモークが燃焼室から排出されてしまう。そこで、内燃機関の分野では、こうしたスモークの発生量をできるだけ低減することも求められるのである。   Incidentally, in the field of internal combustion engines, in addition to ensuring the minimum startability of the internal combustion engine, it is also required to reduce the amount of smoke generated as much as possible. That is, if the combustion of fuel in the combustion chamber is incomplete, smoke is generated in the combustion chamber, and such smoke is discharged from the combustion chamber. Therefore, in the field of internal combustion engines, it is also required to reduce the amount of smoke generated as much as possible.

そこで、本発明の目的は、内燃機関が始動されたときにスモークの発生量をできるだけ低減しつつ、最低限の内燃機関の始動性を確保することにある。   Therefore, an object of the present invention is to ensure the minimum startability of the internal combustion engine while reducing the amount of smoke generated as much as possible when the internal combustion engine is started.

上記課題を解決するために、本発明では、内燃機関の燃焼室に燃料を噴射する第１の燃料噴射弁と、内燃機関の吸気通路に燃料を噴射する第２の燃料噴射弁とを具備し、第１の燃料噴射弁からは低オクタン価の燃料が噴射され、第２の燃料噴射弁からは高オクタン価の燃料が噴射されれる燃料噴射装置において、内燃機関が始動されたときには、内燃機関の温度が予め定められた温度よりも低いときには第１の燃料噴射弁からのみ、内燃機関の温度が前記予め定められた温度以上のときには第２の燃料噴射弁からのみ、それぞれ燃料を噴射する。
なお、本発明において、内燃機関が始動されたときとは、内燃機関が始動されてから一定期間が経過するまで、あるいは、内燃機関が始動されてから機関負荷が一定値を超えるまで、あるいは、内燃機関が始動されてから機関負荷が一定値を超えるか内燃機関が始動されてから機関負荷が一定値を超えない状態で一定期間が経過するまで、を意味する。
In order to solve the above-described problems, the present invention includes a first fuel injection valve that injects fuel into the combustion chamber of the internal combustion engine, and a second fuel injection valve that injects fuel into the intake passage of the internal combustion engine. , from the first fuel injection valve of the low-octane fuel is injected, the fuel injection system of the high-octane fuel is injected from the second fuel injection valve, when the internal combustion engine is started, the internal combustion engine The fuel is injected only from the first fuel injection valve when the temperature is lower than the predetermined temperature, and only from the second fuel injection valve when the temperature of the internal combustion engine is equal to or higher than the predetermined temperature .
In the present invention , when the internal combustion engine is started, until a certain period elapses after the internal combustion engine is started, until the engine load exceeds a certain value after the internal combustion engine is started, or It means that the engine load exceeds a certain value after the internal combustion engine is started or until a certain period of time elapses after the internal combustion engine is started without the engine load exceeding the constant value.

本発明者の研究によれば、燃焼室内に燃料を直接噴射する燃料噴射弁（本発明の第１の燃料噴射弁）から噴射される燃料が低オクタン価の燃料であって、吸気通路内に燃料を噴射する燃料噴射弁（本発明の第２の燃料噴射弁）から噴射される燃料が高オクタン価の燃料である場合、内燃機関が始動されたとき（以下「機関始動時」という）の内燃機関の温度（以下「機関温度」という）が比較的高いと、第２の燃料噴射弁から燃料を噴射させたほうが、最低限の内燃機関の始動性を確保しつつスモーク発生量をより低減できることが判明した。   According to the inventor's research, the fuel injected from the fuel injection valve that directly injects fuel into the combustion chamber (the first fuel injection valve of the present invention) is a low-octane fuel, and the fuel is injected into the intake passage. When the fuel injected from the fuel injection valve (second fuel injection valve of the present invention) is a high-octane fuel, the internal combustion engine is started (hereinafter referred to as “engine start”) When the temperature of the engine (hereinafter referred to as “engine temperature”) is relatively high, the amount of smoke generated can be further reduced while ensuring the minimum startability of the internal combustion engine by injecting fuel from the second fuel injection valve. found.

すなわち、第２の燃料噴射弁から噴射される燃料は高オクタン価の燃料である分だけ燃焼性が低いが、第２の燃料噴射弁から噴射された燃料は燃焼室内における混合気中に良好に拡散する分だけ燃焼性が高くなる。そして、一般的に、燃料の燃焼性が高いほど、スモークの発生量は低減され、内燃機関の始動性は向上する。ところが、本発明者の研究により、最低限の内燃機関の始動性を確保しつつスモークの発生量をできるだけ低減するという要求を満たすのは、機関始動時の機関温度が比較的高いときであることが判明したのである。言い換えれば、機関始動時の機関温度が比較的低いときに、第２の燃料噴射弁から燃料を噴射させると、最低限の内燃機関の始動性が確保されないことが判った。一方、機関始動時の機関温度が比較的低いときに、第１の燃料噴射弁から燃料を噴射させると、スモークの発生量は若干多くなるが、最低限の内燃機関の始動性は確保されることが判った。   That is, the fuel injected from the second fuel injection valve has low combustibility by the amount of high octane fuel, but the fuel injected from the second fuel injection valve diffuses well into the air-fuel mixture in the combustion chamber. The combustibility increases as much as possible. In general, the higher the fuel combustibility, the lower the amount of smoke generated and the better the startability of the internal combustion engine. However, according to the inventor's research, the requirement to reduce the amount of smoke generated as much as possible while ensuring the minimum startability of the internal combustion engine is satisfied when the engine temperature at the start of the engine is relatively high. It turned out. In other words, it has been found that if the fuel is injected from the second fuel injection valve when the engine temperature at the time of starting the engine is relatively low, the minimum startability of the internal combustion engine is not ensured. On the other hand, when fuel is injected from the first fuel injection valve when the engine temperature at the time of engine startup is relatively low, the amount of smoke generated is slightly increased, but the minimum startability of the internal combustion engine is ensured. I found out.

ここで、本発明によれば、機関始動時には、基本的には、第２の燃料噴射弁から燃料を噴射させるが、機関始動時の機関温度が予め定められた温度よりも低いときには、スモークの発生量をより低減するよりも最低限の内燃機関の始動性を確保することを優先し、第１の燃料噴射弁から燃料を噴射させるようにしている。したがって、これによれば、スモークの発生量ができるだけ低減されると共に最低限の内燃機関の始動性が確保されることになる。   Here, according to the present invention, at the time of starting the engine, basically, fuel is injected from the second fuel injection valve. However, when the engine temperature at the time of starting the engine is lower than a predetermined temperature, the smoke is reduced. Priority is given to ensuring the minimum startability of the internal combustion engine rather than to reduce the generation amount, and fuel is injected from the first fuel injection valve. Therefore, according to this, the amount of smoke generated is reduced as much as possible, and the minimum startability of the internal combustion engine is ensured.

以下、図面を参照して、本発明の実施の形態を説明する。図１は、本発明の燃料噴射装置を備えた内燃機関を示している。また、図１に示した内燃機関は、点火栓により燃料に点火するいわゆる火花着火式の内燃機関である。図１において、１は機関本体、２はシリンダブロック、３はシリンダヘッド、４はピストン、５は燃焼室、６は吸気ポート、７は吸気弁、８は排気ポート、９は排気弁をそれぞれ示している。   Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an internal combustion engine equipped with the fuel injection device of the present invention. The internal combustion engine shown in FIG. 1 is a so-called spark ignition type internal combustion engine in which fuel is ignited by a spark plug. In FIG. 1, 1 is an engine body, 2 is a cylinder block, 3 is a cylinder head, 4 is a piston, 5 is a combustion chamber, 6 is an intake port, 7 is an intake valve, 8 is an exhaust port, and 9 is an exhaust valve. ing.

シリンダヘッド３には、先端が燃焼室５内に露出するように点火栓１０が配置されている。また、シリンダヘッド３には、先端が燃焼室５内に露出して燃料を燃焼室５内に噴射するように燃料噴射弁１１が配置されている。この燃焼室５内に燃料を噴射する燃料噴射弁（以下「筒内噴射弁」ともいう）１１には、オクタン価の低い燃料が供給されている。したがって、筒内噴射弁１１が作動せしめられると、筒内噴射弁１１からは、低オクタン価の燃料が噴射される。さらに、シリンダヘッド３には、先端が吸気ポート６内に露出して燃料を吸気ポート６内に噴射するように燃料噴射弁１２が配置されている。この吸気ポート６内に燃料を噴射する燃料噴射弁（以下「ポート噴射弁」ともいう）１２には、オクタン価の高い燃料が供給されている。したがって、ポート噴射弁１２が作動せしめられると、ポート噴射弁１２からは、高オクタン価の燃料が噴射される。   A spark plug 10 is arranged on the cylinder head 3 so that the tip is exposed in the combustion chamber 5. Further, the cylinder head 3 is provided with a fuel injection valve 11 so that the tip is exposed in the combustion chamber 5 and fuel is injected into the combustion chamber 5. A fuel having a low octane number is supplied to a fuel injection valve (hereinafter also referred to as “in-cylinder injection valve”) 11 that injects fuel into the combustion chamber 5. Accordingly, when the in-cylinder injection valve 11 is operated, the low-octane fuel is injected from the in-cylinder injection valve 11. Further, a fuel injection valve 12 is disposed in the cylinder head 3 so that the tip is exposed in the intake port 6 and fuel is injected into the intake port 6. A fuel having a high octane number is supplied to a fuel injection valve (hereinafter also referred to as “port injection valve”) 12 that injects fuel into the intake port 6. Therefore, when the port injection valve 12 is operated, high octane number fuel is injected from the port injection valve 12.

吸気ポート６には、吸気枝管１３が接続されている。また、吸気枝管１３はサージタンク１４を介して吸気管１５に接続されている。また、吸気管１５内には、燃焼室５に流入する空気の量を制御するためのスロットル弁１６が配置されている。スロットル弁１６はステップモータ１７に接続されている。スロットル弁１６は、このステップモータ１７によって駆動される。さらに、スロットル弁１６上流の吸気管１５には、燃焼室５に流入する空気の量を測定するためのエアフローメータ１８が配置されている。   An intake branch pipe 13 is connected to the intake port 6. The intake branch pipe 13 is connected to an intake pipe 15 via a surge tank 14. A throttle valve 16 for controlling the amount of air flowing into the combustion chamber 5 is disposed in the intake pipe 15. The throttle valve 16 is connected to a step motor 17. The throttle valve 16 is driven by the step motor 17. Further, an air flow meter 18 for measuring the amount of air flowing into the combustion chamber 5 is disposed in the intake pipe 15 upstream of the throttle valve 16.

一方、排気ポート８には、排気枝管１９が接続されている。そして、排気枝管１９は、排気ガス中の特定成分を浄化するための触媒２０を備えた触媒コンバータ２１が接続されている。   On the other hand, an exhaust branch pipe 19 is connected to the exhaust port 8. The exhaust branch pipe 19 is connected to a catalytic converter 21 including a catalyst 20 for purifying a specific component in the exhaust gas.

また、シリンダブロック２には、内燃機関を冷却する冷却水の温度を検出する水温センサ２２が取り付けられている。この水温センサ２２によって検出される冷却水の温度に基づいて内燃機関の温度が推定される。   The cylinder block 2 is provided with a water temperature sensor 22 that detects the temperature of cooling water for cooling the internal combustion engine. The temperature of the internal combustion engine is estimated based on the temperature of the cooling water detected by the water temperature sensor 22.

なお、本明細書において、吸気ポート６と吸気枝管１３とサージタンク１４と吸気管１５を総称して「吸気通路」と称することがある。   In the present specification, the intake port 6, the intake branch pipe 13, the surge tank 14, and the intake pipe 15 may be collectively referred to as an “intake passage”.

また、内燃機関には、電子制御装置（ＥＣＵ）３０が搭載されている。ＥＣＵ３０は、デジタルコンピュータからなり、双方向バス３１によって互いに接続されたランダムアクセスメモリ（ＲＡＭ）３２と、リードオンリメモリ（ＲＯＭ）３３と、マイクロプロセッサ（ＣＰＵ）３４と、入力ポート３５と、出力ポート３６とを具備する。エアフローメータ１８および水温センサ２２は、それぞれ対応するＡＤ変換器３７を介して入力ポート３５に電気的に接続されており、エアフローメータ１８の出力信号および水温センサ２２の出力信号は、それぞれ対応するＡＤ変換器３７を介して入力ポート３５に入力される。また、アクセルペダル４０の踏込量に応じた出力信号を発生する負荷センサ４１が、対応するＡＤ変換器３７を介して入力ポート３５に電気的に接続されており、負荷センサ４１の出力信号は、対応するＡＤ変換器３７を介して入力ポート３５に入力される。さらに、内燃機関のクランクシャフト（図示せず）の回転位相を検出するクランク角センサ４２が、入力ポート３５に電気的に直接接続されており、クランク角センサ４２の出力信号は、入力ポート３５に直接入力される。このクランク角センサ４２によって検出されるクランクシャフトの回転位相に基づいて機関回転数が算出される。   Further, an electronic control unit (ECU) 30 is mounted on the internal combustion engine. The ECU 30 is composed of a digital computer and is connected to each other by a bidirectional bus 31. A random access memory (RAM) 32, a read only memory (ROM) 33, a microprocessor (CPU) 34, an input port 35, and an output port. 36. The air flow meter 18 and the water temperature sensor 22 are electrically connected to the input port 35 via corresponding AD converters 37, and the output signal of the air flow meter 18 and the output signal of the water temperature sensor 22 are respectively corresponding AD. The signal is input to the input port 35 via the converter 37. A load sensor 41 that generates an output signal corresponding to the amount of depression of the accelerator pedal 40 is electrically connected to the input port 35 via a corresponding AD converter 37. The output signal of the load sensor 41 is The signal is input to the input port 35 via the corresponding AD converter 37. Further, a crank angle sensor 42 for detecting a rotational phase of a crankshaft (not shown) of the internal combustion engine is electrically connected directly to the input port 35, and an output signal of the crank angle sensor 42 is input to the input port 35. Directly entered. The engine speed is calculated based on the rotational phase of the crankshaft detected by the crank angle sensor.

一方、出力ポート３６は、対応する駆動回路３８を介して点火栓１０、燃料噴射弁１１，１２、および、スロットル弁駆動用のステップモータ１７に電気的に接続されており、これら点火栓１０、燃料噴射弁１１，１２、および、スロットル弁駆動用のステップモータ１７の動作は、出力ポート３６から出力される信号によって制御される。   On the other hand, the output port 36 is electrically connected to the ignition plug 10, the fuel injection valves 11 and 12, and the step motor 17 for driving the throttle valve via the corresponding drive circuit 38. The operations of the fuel injection valves 11 and 12 and the step motor 17 for driving the throttle valve are controlled by signals output from the output port 36.

次に、本発明の燃料噴射の実施の形態について説明する。本実施形態では、機関始動時（これは、以下で説明する例では、内燃機関が始動されてから一定期間は経過していないが機関要求負荷が一定値を超えたとき（例えば、内燃機関に加速が要求されたとき）までの期間、あるいは、内燃機関が始動されてから機関要求負荷は一定値を超えていないが一定期間が経過するまでの期間を意味する）であって、内燃機関の温度（機関温度）が予め定められた温度（以下「所定温度」という）よりも高いときには、ポート噴射弁１２からのみ燃料を噴射させる。これによれば、上述したように、最低限の内燃機関の始動性が確保されると共にスモーク発生量が低減されるという利点があるが、これに加えて、以下のような利点もある。   Next, an embodiment of fuel injection according to the present invention will be described. In this embodiment, when the engine is started (in the example described below, this is a case where a certain period has not elapsed since the internal combustion engine was started, but the engine required load exceeds a certain value (for example, The period until the time when acceleration is required), or the period when the engine required load does not exceed a certain value after the start of the internal combustion engine but a certain period elapses). When the temperature (engine temperature) is higher than a predetermined temperature (hereinafter referred to as “predetermined temperature”), fuel is injected only from the port injection valve 12. According to this, as described above, there is an advantage that the minimum startability of the internal combustion engine is ensured and the amount of smoke generation is reduced, but in addition, there are the following advantages.

すなわち、機関始動時、ポート噴射弁１２から噴射された燃料の一部が吸気ポートの壁面に付着することがある。しかしながら、吸気ポート壁面に付着した燃料は空気と共にしか燃焼室５内に吸入されないことから、吸気ポート壁面に付着した燃料が燃焼室５内に吸入されたときには燃焼室５内の混合気（以下単に「混合気」という）中に良好に拡散している。したがって、吸気ポート壁面に付着した燃料が最終的に燃焼室５からそのまま排出されてしまうことはほとんどない。一方、機関始動時に、筒内噴射弁１１から燃料が噴射されると、この燃料の一部が燃焼室５の壁面に付着することがある。このとき燃焼室５の壁面に付着した燃料は、燃焼室５からそのまま排出されてしまう可能性がある。まとめると、機関始動時にポート噴射弁１２から燃料を噴射することには、燃焼室５から排出される未燃燃料の量を低減できるという利点がある。   That is, when the engine is started, a part of the fuel injected from the port injection valve 12 may adhere to the wall surface of the intake port. However, since the fuel adhering to the wall surface of the intake port is sucked into the combustion chamber 5 together with air, when the fuel adhering to the wall surface of the intake port is sucked into the combustion chamber 5, the air-fuel mixture in the combustion chamber 5 (hereinafter simply referred to as “fuel mixture”). It is well diffused in the mixture. Therefore, the fuel adhering to the wall surface of the intake port is hardly discharged from the combustion chamber 5 as it is. On the other hand, if fuel is injected from the in-cylinder injection valve 11 at the time of engine start, a part of this fuel may adhere to the wall surface of the combustion chamber 5. At this time, the fuel adhering to the wall surface of the combustion chamber 5 may be discharged from the combustion chamber 5 as it is. In summary, injecting fuel from the port injection valve 12 when the engine is started has an advantage that the amount of unburned fuel discharged from the combustion chamber 5 can be reduced.

ところで、本実施形態では、機関始動時であって、機関温度が所定温度よりも低いときには、筒内噴射弁１１からのみ燃料を噴射させる。これによれば、上述したように、ポート噴射弁１２からのみ燃料を噴射した場合に比べて、スモークの発生量（および、未燃燃料の排出量）は若干多くなるが、最低限の内燃機関の始動性は確保される。   By the way, in this embodiment, when the engine is started and the engine temperature is lower than a predetermined temperature, fuel is injected only from the in-cylinder injection valve 11. According to this, as described above, compared with the case where fuel is injected only from the port injection valve 12, the amount of smoke generated (and the amount of unburned fuel discharged) is slightly increased, but the minimum internal combustion engine The startability is ensured.

そして、機関始動時であって機関温度が所定温度よりも高いときにポート噴射弁１２から噴射すべき燃料の量（すなわち、目標燃料噴射量）ＴＡｐは、図２（Ａ）に示したように、機関回転数Ｎと機関要求負荷Ｌとの関数のマップの形で予め設定されている。一方、機関始動時であって機関温度が所定温度よりも低いときに筒内噴射弁１１から噴射すべき燃料の量（目標燃料噴射量）ＴＡｓは、図２（Ｂ）に示したように、機関回転数Ｎと機関要求負荷Ｌとの関数のマップの形で予め設定されている。そして、機関始動時には、機関回転数Ｎと機関要求負荷Ｌとに基づいて、図２（Ａ）のマップまたは図２（Ｂ）のマップから、目標燃料噴射量ＴＡｐ、ＴＡｓが決定される。なお、図２（Ａ）のマップおよび図２（Ｂ）のマップでは、機関回転数Ｎが大きくなるほど目標燃料噴射量ＴＡｐ、ＴＡｓは多くなり、機関要求負荷Ｌが大きくなるほど目標燃料噴射量ＴＡｐ、ＴＡｓは多くなる傾向にある。   The amount of fuel to be injected from the port injection valve 12 when the engine temperature is higher than the predetermined temperature (that is, the target fuel injection amount) TAp is as shown in FIG. The engine speed N and the engine required load L are preset in the form of a function map. On the other hand, the amount of fuel (target fuel injection amount) TAs to be injected from the in-cylinder injection valve 11 when the engine is started and the engine temperature is lower than a predetermined temperature, as shown in FIG. It is preset in the form of a function map of the engine speed N and the engine required load L. When the engine is started, the target fuel injection amounts TAp and TAs are determined from the map of FIG. 2A or the map of FIG. 2B based on the engine speed N and the engine required load L. In the map of FIG. 2A and the map of FIG. 2B, the target fuel injection amount TAp, TAs increases as the engine speed N increases, and the target fuel injection amount TAp, as the engine required load L increases. TAs tend to increase.

一方、機関始動時以外の時（以下「通常運転時」という）には、燃焼室５内に供給されるトータルの燃料の量が目標量（以下「目標トータル燃料量」という）となり、且つ、混合気中の燃料の平均オクタン価が目標オクタン価となるように、筒内噴射弁１１とポート噴射弁１２とから燃料が噴射される。すなわち、本実施形態では、図３（Ａ）に示したように、機関回転数Ｎと機関要求負荷Ｌとの関数のマップの形で目標トータル燃料量ＴＡが設定されており、また、図３（Ｂ）に示したように、機関回転数Ｎと機関要求負荷Ｌとの関数のマップの形で目標オクタン価ＴＯが設定されている。そして、通常運転時には、機関回転数Ｎと機関要求負荷Ｌとに基づいて、図３（Ａ）のマップから、目標トータル燃料量ＴＡが決定され、図３（Ｂ）のマップから、目標オクタン価ＴＯが決定され、これら目標トータル燃料量ＴＡと目標オクタン価ＴＯとに基づいて、各燃料噴射弁１１，１２から噴射すべき燃料の量が算出される。   On the other hand, when the engine is not started (hereinafter referred to as “normal operation”), the total amount of fuel supplied into the combustion chamber 5 becomes a target amount (hereinafter referred to as “target total fuel amount”), and Fuel is injected from the in-cylinder injection valve 11 and the port injection valve 12 so that the average octane number of the fuel in the mixture becomes the target octane number. That is, in the present embodiment, as shown in FIG. 3A, the target total fuel amount TA is set in the form of a map of a function of the engine speed N and the engine required load L, and FIG. As shown in (B), the target octane number TO is set in the form of a function map of the engine speed N and the engine required load L. During normal operation, the target total fuel amount TA is determined from the map of FIG. 3A based on the engine speed N and the engine required load L, and the target octane number TO is determined from the map of FIG. Is determined, and the amount of fuel to be injected from each of the fuel injection valves 11 and 12 is calculated based on the target total fuel amount TA and the target octane number TO.

なお、図３（Ａ）のマップでは、機関回転数Ｎが大きくなるほど目標トータル燃料量ＴＡは多くなり、機関要求負荷Ｌが大きくなるほど目標トータル燃料量ＴＡは多くなる傾向にある。また、図３（Ｂ）のマップでは、機関回転数Ｎが大きくなるほど目標オクタン価ＴＯは高くなり、機関要求負荷Ｌが大きくなるほど目標オクタン価ＴＯは高くなる傾向にある。また、上述において、通常運転時には、両方の燃料噴射弁１１，１２から燃料が噴射されると説明したが、当然のことながら、目標オクタン価によっては、一方の燃料噴射弁のみから燃料が噴射されることもある。例えば、内燃機関が始動されてから機関要求負荷は一定値を超えていないが一定期間が経過した後において、内燃機関がアイドリング運転しているときには、筒内噴射弁１１のみから燃料が噴射される。   In the map of FIG. 3A, the target total fuel amount TA increases as the engine speed N increases, and the target total fuel amount TA tends to increase as the engine required load L increases. In the map of FIG. 3B, the target octane number TO increases as the engine speed N increases, and the target octane number TO tends to increase as the engine required load L increases. In the above description, it has been described that fuel is injected from both the fuel injection valves 11 and 12 during normal operation. However, as a matter of course, depending on the target octane number, fuel is injected only from one fuel injection valve. Sometimes. For example, when the internal combustion engine is idling after a certain period of time has passed since the engine required load has not exceeded a certain value since the internal combustion engine was started, fuel is injected only from the in-cylinder injection valve 11. .

図４は、本実施形態に従って燃料噴射を行うルーチンの一例を示すフローチャートである。図４のルーチンでは、始めに、ステップ２０において、機関要求負荷の増加量ΔＬが予め定められた値ΔＬｔｈ以下である（ΔＬ≦ΔＬｔｈ）か否か、すなわち、内燃機関に加速が要求されたか否かが判別される。ステップ２０において、ΔＬ≦ΔＬｔｈであると判別されたときには、ルーチンはステップ２１に進む。一方、ステップ２０において、ΔＬ＞ΔＬｔｈであると判別されたときには、ステップ２４に進む。   FIG. 4 is a flowchart showing an example of a routine for performing fuel injection according to the present embodiment. In the routine of FIG. 4, first, at step 20, whether or not the increase amount ΔL of the engine required load is equal to or less than a predetermined value ΔLth (ΔL ≦ ΔLth), that is, whether or not acceleration is requested for the internal combustion engine. Is determined. When it is determined at step 20 that ΔL ≦ ΔLth, the routine proceeds to step 21. On the other hand, when it is determined in step 20 that ΔL> ΔLth, the process proceeds to step 24.

ステップ２４では、燃料噴射ＩＩが実行される。燃料噴射ＩＩでは、上述した通常運転時における燃料噴射が行われる。すなわち、機関回転数Ｎと機関要求負荷Ｌとに基づいて図３（Ａ）および図３（Ｂ）のマップからそれぞれ目標トータル燃料量ＴＡと目標オクタン価ＴＯとが読み込まれ、トータル燃料量が目標トータル燃料量ＴＡとなり且つ混合気中の燃料のオクタン価が目標オクタン価ＴＯとなるように、両方の燃料噴射弁１１，１２から燃料が噴射される。   In step 24, fuel injection II is performed. In the fuel injection II, the fuel injection during the normal operation described above is performed. That is, based on the engine speed N and the engine required load L, the target total fuel amount TA and the target octane number TO are read from the maps of FIG. 3A and FIG. 3B, respectively, and the total fuel amount is the target total. Fuel is injected from both fuel injection valves 11 and 12 so that the fuel amount TA is reached and the octane number of the fuel in the air-fuel mixture becomes the target octane number TO.

ステップ２１では、内燃機関が始動されてから経過した時間ｔが予め定められた時間ｔｔｈ以下である（ｔ≦ｔｔｈ）か否かが判別される。ここで、ｔ≦ｔｔｈであると判別されたときには、ルーチンはステップ２２に進む。一方、ｔ＞ｔｔｈであると判別されたときには、ルーチンはステップ２４に進んで、燃料噴射ＩＩが実行される。   In step 21, it is determined whether or not the time t that has elapsed since the internal combustion engine was started is equal to or less than a predetermined time tth (t ≦ tth). If it is determined that t ≦ tth, the routine proceeds to step 22. On the other hand, when it is determined that t> tth, the routine proceeds to step 24 where fuel injection II is executed.

ステップ２２では、機関温度Ｔが予め定められた温度Ｔｔｈ以下である（Ｔ≦Ｔｔｈ）か否かが判別される。ここで、Ｔ≦Ｔｔｈであると判別されたときには、ルーチンはステップ２２に進んで、燃料噴射Ｉが実行される。燃料噴射Ｉでは、機関回転数Ｎと機関要求負荷Ｌとに基づいて図２（Ｂ）のマップから目標燃料噴射量ＴＡｓが読み込まれ、燃料噴射量がこの目標燃料噴射量ＴＡｓとなるように、筒内噴射弁１１からのみ燃料が噴射される。   In step 22, it is determined whether or not the engine temperature T is equal to or lower than a predetermined temperature Tth (T ≦ Tth). If it is determined that T ≦ Tth, the routine proceeds to step 22 where fuel injection I is executed. In the fuel injection I, the target fuel injection amount TAs is read from the map of FIG. 2B based on the engine speed N and the engine required load L, and the fuel injection amount becomes this target fuel injection amount TAs. Fuel is injected only from the cylinder injection valve 11.

一方、ステップ２２において、Ｔ＞Ｔｔｈであると判別されたときには、ルーチンはステップ２５に進んで、燃料噴射ＩＩＩが実行される。燃料噴射ＩＩＩでは、機関回転数Ｎと機関要求負荷Ｌとに基づいて図２（Ａ）のマップから目標燃料噴射量ＴＡｐが読み込まれ、燃料噴射量がこの目標燃料噴射量ＴＡｐとなるように、ポート噴射弁１２からのみ燃料が噴射される。   On the other hand, when it is determined in step 22 that T> Tth, the routine proceeds to step 25 where fuel injection III is performed. In the fuel injection III, the target fuel injection amount TAp is read from the map of FIG. 2A based on the engine speed N and the engine required load L, and the fuel injection amount becomes this target fuel injection amount TAp. Fuel is injected only from the port injection valve 12.

上述した内燃機関は、点火栓により燃料に点火するいわゆる火花点火式の内燃機関であるが、本発明は、空気と燃料との混合気を圧縮することによって着火させるいわゆる圧縮着火式の内燃機関にも適用可能である。   The internal combustion engine described above is a so-called spark ignition type internal combustion engine in which fuel is ignited by a spark plug, but the present invention is applied to a so-called compression ignition type internal combustion engine that ignites by compressing a mixture of air and fuel. Is also applicable.

本発明の燃料噴射装置を備えた内燃機関の全体図である。1 is an overall view of an internal combustion engine provided with a fuel injection device of the present invention. （Ａ）は機関回転数Ｎと機関要求負荷Ｌとに基づいて目標燃料噴射量ＴＡｐを決定するために用いられるマップを示し、（Ｂ）は機関回転数Ｎと機関要求負荷Ｌとに基づいて目標燃料噴射量ＴＡｓを決定するために用いられるマップを示している。(A) shows a map used to determine the target fuel injection amount TAp based on the engine speed N and the engine required load L, and (B) shows a map based on the engine speed N and the engine required load L. The map used in order to determine the target fuel injection quantity TAs is shown. （Ａ）は機関回転数Ｎと機関要求負荷Ｌとに基づいて目標トータル燃料量ＴＡを決定するために用いられるマップを示し、（Ｂ）は機関回転数Ｎと機関要求負荷Ｌとに基づいて目標オクタン価ＴＯを決定するために用いられるマップを示す図である。(A) shows a map used for determining the target total fuel amount TA based on the engine speed N and the engine required load L, and (B) shows a map based on the engine speed N and the engine required load L. It is a figure which shows the map used in order to determine target octane number TO. 本実施形態に従って燃料噴射を制御するルーチンの一例を示すフローチャートである。It is a flowchart which shows an example of the routine which controls fuel injection according to this embodiment.

符号の説明Explanation of symbols

１…機関本体
５…燃焼室
６…吸気ポート
８…排気ポート
１０…点火栓
１１…筒内噴射弁
１２…ポート噴射弁 DESCRIPTION OF SYMBOLS 1 ... Engine body 5 ... Combustion chamber 6 ... Intake port 8 ... Exhaust port 10 ... Spark plug 11 ... In-cylinder injection valve 12 ... Port injection valve

Claims (1)

内燃機関の燃焼室に燃料を噴射する第１の燃料噴射弁と、内燃機関の吸気通路に燃料を噴射する第２の燃料噴射弁とを具備し、第１の燃料噴射弁からは低オクタン価の燃料が噴射され、第２の燃料噴射弁からは高オクタン価の燃料が噴射される燃料噴射装置において、内燃機関が始動されたときには、内燃機関の温度が予め定められた温度よりも低いときには第１の燃料噴射弁からのみ、内燃機関の温度が前記予め定められた温度以上のときには第２の燃料噴射弁からのみ、それぞれ燃料を噴射することを特徴とする燃料噴射装置。 A first fuel injection valve for injecting fuel into the combustion chamber of the internal combustion engine; and a second fuel injection valve for injecting fuel into the intake passage of the internal combustion engine. The first fuel injection valve has a low octane number. In a fuel injection device in which fuel is injected and fuel having a high octane number is injected from the second fuel injection valve, when the internal combustion engine is started , the temperature of the internal combustion engine is lower than a predetermined temperature A fuel injection device characterized by injecting fuel only from the second fuel injection valve only when the temperature of the internal combustion engine is equal to or higher than the predetermined temperature only from the first fuel injection valve .
JP2003395673A 2003-11-26 2003-11-26 Fuel injection device Expired - Fee Related JP4039360B2 (en)

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